Means to regulate the power of explosion-engines.



No. 805,430. PATENTED NOV. 21, 1905. A. VOGT.

MEANS T0 REGULATB THE POWER OF EXPLOSION ENGINES. APILIOATION FILED111:0. 1a. 1903.

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UNITED s rn rns PATENT OFFICE.

ADOLF VOGT, OF WEST NORWOOD, ENGLAND.

MEANS TO REGULATE THE POWER OF EXPLOSION-ENGINES.

Specification of Letters Patent.

Patented Nov. 21, 1905.

Original application filed January 9, 1902, Serial No. 89,072. Dividedand this application filed December 16, 1903. Serial No. 185,379.

To aZZ whom it may concerm Be it known that I, ADOLF Voe'r, a subject ofthe King of Great Britain and Ireland, residing at 91 Thornlaw road,West Norwood, in the county of Surrey, England, have invented certainnew and useful Improvements in Means to Regulate the Power of Explosion-Engines, of which the following is a specification.

This invention, which is a division of my application dated January 9,1902, Serial No. 89,072, relates to a modification of the constructionof internal-combustion motors described in the specification to the saidapplication, wherein the combustible charge compressed by the instrokeof the piston is contained in a compression-chamber, the capacity ofwhich can be Varied by the introduction of more or less liquid in orderto maintain the com pression-pressure of the charge constant,notwithstanding that the volume of the charges admitted is made to vary.According to the present invention the construction of the motordescribed in my said prior ap plication for this purpose is modified, soas to act as a two-stroke cycle-motor, the front end of themotor-cylinder being closed, so as to cause it to act as a pump fordrawing in the combustible charges, as I will describe with reference tothe accompanying diagrammatic drawings, in which Figure 1 shows alongitudinal section of the motor; Fig. 2, a back view, partly insection; and Fig. 3, a plan.

As regards one ofthe main features of the construction, it should bestated that this is the same as described in my said priorapplicationthat is to say, the cylinder 2 has a sack-like chamber 2",the capacity of which is somewhat larger than is required for themaximum compression-space and which has at its lower end a valve-chamber15, containing a regulating-valve 16 for controlling the admission ofliquid through a pipe 16 a check-valve 17 for the admission of liquidfrom 16 into the chamber 2 and a mechanically-actuated valve 18 forcontrolling the communication of'chambers 2 and 15 with an escape-pipe19 through a loaded valve 19, which is held closed with a certainregulatable pressure by a spring, as shown. The pipes 16 and 19 can bothcommunicate with one and the same tank 28, as shown at Fig. 2. Theseseveral devices operate in the same manner as described in my said priorapplication,-and their functions need therefore not I be furtherdescribed. The cylinder 2 and piston 1 are, however, modified, so as toact with a two-stroke instead of with a fourstroke cycle, as follows:The cylinder is constructed, as in many two-stroke cycle-motors,

into reservoir 35, (which may be expansible,)

whence toward the end of such stroke it passes through pipe 34 andinletvalve 34, (which is then held open,) into the back end of thecylinder, in which after driving out the remainder of the combustiongases through 40 it is afterward compressed by the back stroke of thepiston when this has passed the openings 40. During suchcompression-stroke a fresh combustible charge is drawn in on the frontside of the piston.

The counter-shaft 20, running at half the speed of the engine-shaft,carries three valveactuating cams 21 22 23, of which 21 is fixed on theshaft and serves for keeping open the valve 18 during the compressingstroke by means of a lever 21 The earns 22 and 23 rotate with but canslide longitudinally upon the shaft and are formed with inclines, asshown, the cam 22 being made to operate the valve 39 by a lever 22 so asto hold it open during the forward stroke of piston, while the cam 23operates the inlet-valve 34: by alever 233, so as to open it toward theend of that stroke. The cams 22 and 23 are connected to a governor, ofwhich a diagramvmatic illustration is shown at 24;, Fig. 3. the

motion of which is communicated to the cams, respectively, by levers 25and 26 in such mannor that when the motor is running at the normal speedthe governor brings the cam 22 into such a position that it holds thevalve 39 open during the forward stroke of the piston only, causing thisand also valve 34 to close at the end of such stroke, so that a maximumcharge is then compressed by the pistons back stroke and is forced intothe chamber 2 where (valve 18 being then open) a certain quantity ofliquid that had been drawn in during the forward stroke is expelledthrough the loaded valve 19 when the desired compression-pressure hasbeen reached.

When the speed of the motor increases beyond the normal, owing to thedecrease of the load thereof, the governor brings the cams 22 and 23into such a position that they continue to hold the valves 34 and 39open during part of the back or compressing stroke. means a portion ofthe charge drawn in behind the piston is expelled again through valve 3L into the reservoir 35, and a corresponding portion at the same timepasses from the reservoir back through the valve 39 into the front endof the cylinder. The charge compressed by the piston will consequentlybe correspondingly reduced, and as this reduced charge will occupy lessspace in the chamber 2* less liquid will be forced out through valve 19when the desired compression-pressure is reached, so that thecompression-space will be reduced in proportion to the reduced charge,While the compressionpressure will remain constant. During the time thatthe said portion of the charge is passing back into the front end of thecylinder no fresh charge will enter through the suction-valve 36, sothat the volume of fresh mixture drawn in during the back stroke will becorrespondingly reduced.

When the charge is very considerably reduced owing to the diminishedload on the motor, the expansion of the combustion-gases may be extendedto below atmospheric pressure toward the end of the pistons stroke, asin this construction of motor the usual discharge-valve for the cylinderis done away with, that Would open automatically in the above case. Asnifting or air-inlet valve is provided at 27 through which air willenter the cylinder as soon as the pressure therein sinks below theatmosphere.

Having thus described the nature of my said invention and the best meansI know of carrying the same into practical effect, I claim 1. In atwo-stroke cycle internal-combustion motor, a cylinder having its frontclosed end acting as a pump for drawing in combustible charges through asuction-valve, an outlet-valve at said front end communicating by a pipeand connected reservoir to an inletvalve at the back end of thecylinder, cams controlling said valves so as to cause them to allow acharge drawn into the front end of the cylinder to pass through saidpipe into the back end of the cylinder, a governor controlling said camsadapted to bring these into position for holding the said outlet andinlet valves open during the first part of the compression-stroke of thepiston, when the normal speed is exceeded, whereby a portion of thecharge admitted at the back end of the cylinder will pass back into thefront end again, substantially as and for the purpose described.

By this- 2.'In a two-stroke cycle-motor, a cylinder having its frontclosed end acting as a pump for drawing in combustible charges through asuction-valve, an outlet-valve at said frontend communicating by a pipeand connected reservoir to an inlet-valve at the back end of thecylinder, cams controlling said valves so as to cause them to allow acharge drawn into the front end of the cylinder to pass through saidpipe into the back end of the cylinder, means for holding theoutlet-valve and inletvalve open during part of the compressionstrokewhen the normal speed is exceeded so as to cause a part of a charge topass back to the front end of the cylinder again, so as to reduce thecharge to be compressed, and a chamber for containing the compressedcharges, means for the introduction of more or less liquid into saidchamber to vary the capacity thereof to correspond with the variationsof the compressed charges, substantially as described.

3. In a two-stroke cycle-motor, a cylinder having its front closed endacting as a pump for drawing in combustible charges through asuction-valve, an outlet-valve at said front end communicating by a pipeand connected reservoir to an inlet-valve at the back end of thecylinder, cams controlling said valves so as to cause them to allow acharge drawn into the front end of the cylinder to pass through saidpipe into the back end of the cylinder, means for holding theoutlet-valve and inletvalve open during part of the compressionstroke,when the normal speed is exceeded, to cause a part of a charge to passback to the front end of the cylinder again, and reduce the charge to becompressed, a chamber for containing the compressed charges, means forintroducing liquid into said chamber during the forward stroke of thepiston, and a loaded escape-valve communicating with said chamber,adapted to open automatically for the discharge of liquid from thechamber when the pressure of the coi'npressed charge exceeds apredetermined amount, substantially as clescribed.

4. In a two-stroke cycle-motor, a cylinder having its front closed endacting as a pump for drawing in combustible charges through asuction-valve, an outlet-valve at said front end communicating by a pipeand connected reservoir to an inlet-valve at the back end of thecylinder, cams controlling said valves so as to cause them to allow acharge drawn into the front end of the cylinder to pass through saidpipe into the back end of the cylinder, means for holding theoutlet-valve and inletvalve open during part of the back stroke when thenormal speed is exceeded so as to cause a part of a charge to pass backto the front end of the cylinder again, so as to reduce the charge to becompressed, and a snifting-valve in the back end of the cylinder foradmitting air into the same when the combusvalves at each end of thepipe and held open 10 during a portion of a stroke when the speedexceeds normal, and means to automatically vary the compression-space tomaintain a substantially constant compression-pressure.

In testimony whereof I have signed my name to this specification in thepresence of tWo sub- 5 scribing Witnesses.

ADOLF VOGT. Witnesses:

EDWARD GARDNER, WALTER J. SKERTEN.

